Indicating system for vehicles



Feb. 8., 1944- H. J. MURRAY, SR, Ema. ,89

INDICATING SYSTEM FOR VEHICLES Original Filed Feb. 24, 1936 P/70/ Lamp\ F/asher Brake Swl'fch Patented Feb. 8, 1944 INDICATING SYSTEM FOR VEHICLES Howard J. Murray, Sn, and Howard J. Murray, Jr., New York, N. Y.

Application February 24, 1936, Serial No. 65,280 Renewed July 19, 1940 Claims.

Our invention relates to electrical signalling systems for vehicles.

One object of the invention is to provide a single-filament electric lamp on the rear of a vehicle, and to provide means whereby the lamp may be either intermittently energized or constantly energized at a plurality of intensities.

Another object of the invention is to provide for the automatic maintenance of this intermittent energization after the termination of the manual control.

A further object is to provide a switch whereby the vehicle operator may initiate this intermittent energization, such switch being associated with the horn button of the vehicle.

A still further object is to provide another switch that is thermo-electrically controlled.

The invention contemplates the use of a conventional single-filament electric bulb as a tail light, as a stop light, and as an indicator of an intended change in direction of the vehicle.

The invention is designed to be incorporated into present signalling systems with a minimum of effort and expense, Very few parts are used in addition to those now employed.

Other advantages will be apparent from the drawing, in which:

Figure 1 is a diagrammatic representation of means embodying a preferred form of the invention.

Figure 2 is a plan view of one of the parts of Figure 1.

In addition to the parts identified by legends in Figure 1 there is shown a battery B, a horn H, and a resistance R.

The steering column I of the vehicle contains two leads 2 and 3. One end of the lead 2 is connected to a support 4 for a bi-metallic thermostat 5 which is designed to be heated when current is passed through it, as is well known in the art. No heating coil has been illustrated but one may be employed if desired.

An insulating element 6 is attached to the opposite end of the thermostat from the support 4. When the thermostat is heated and cooled the element 6 will move from side to side as viewed in the drawing. A contact I is designed to be constantly in electrical engagement with the thermostat 5 at all times.

The elements 8, 9 and Ii! comprise a circuit control of which the elements 3 and 9 are stationary contacts and the element In a movable contact. The latter is actuated by movement of the insulating portion 6 when the thermostat 5 is heated or cooled.

When the thermostat is unheated the contacts 8 and Ill are in electrical engagement. When the thermostat is heated the contacts 9 and ID are brought into electrical engagement and the circuit between the contacts 8 and It is broken.

A horn button I l is resiliently mounted on the support it through the spring E2, the latter be ing composed of electrically conductive material, A horn button contact I4 is ring-shaped as shown in Figure 2 and connected to the lead 3. A second ring-shaped contact 55 is connected to the lead 2. A downward pressure of the vehicle operators hand on the button H (which is either formed of electrically conductive material or provided with uch an insert) establishes electrical contact between the elements I! and M. A sidewise pressure on the button ll establishes electrical contact between the elements II and i5, the latter contact being of greater diameter than the contact l4 as will be seen from the drawing, A pressure both downward and sidewise closes both circuits.

Operation The various elements are all illustrated in their normal or neutral positions, the brake and tail switches being open and no manual pressure'be ing applied to the button ll. As such no current Closing of the tail switch causes current to flow through the resistance R; and, the contacts 8 and It! being in engagement, the rear lamp will be constantly energized at tail light signal intensity. Closing of the brake switch shortcircuits the tail switch and its associated resistance, and the rear lamp will be constantly energized at stop light signal intensity.

If the operator of the vehicle wishes to audibly energize the horn he will press down the button 'I 1. Closing of the circuit through the elements I3, l2, Ii, M, 3 andH will cause the latter to be energized.

If the operator wishes to indicate to persons at the rear of the vehicle his intention of changing the direction of motion of the vehicle, whether the buttonv II is at the time being pressed downward to energize the' horn'or' not, he will actuate the button II to 'the side. The ringshaped contact l5 being of greater diameter than the contact l t and extending beyond the edge of the latter at all points such sidewise movement will necessarily establish electrical engagement between the contacts II and I5. Whether there is a simultaneous engagement between the contacts II and I4 depends on the presence or absence of a downward pressure on the button H.

The engagement of the contacts H and I5 as above described closes a circuit through elements l3, l2, ll, l5, 2, 4, 5, I and B. The thermostat 5 will be heated, and continued heating will cause the insulating portion 6 to move to the right as viewed in the drawing. This movement will accordingly bring the movable contact Ill out of engagement with the contact B and into engagement with the contact 9.

Engagement being established between contacts 9 and Ill, current will flow from battery B through the flasher, contacts 9 and ID to the rear lamp which will be intermittently energized due to the action of the flasher. The contacts 8 and Ill being now open no current can flow through the brake and tail circuits.

As long as the contacts I I and I5 are being manually held in engagement the above described flashing will continue. When the oper ator removes sidewise pressure from the button H the circuit through the thermostat 5 will be broken and the latter will begin to cool. After a period of time, the duration of which depends on the design of the thermostat and the rate of heat loss, the contact ID will move out of engagement with the contact 9 and back into engagement with the contact ll. This will terminate the flashing of the rear lamp and return the latter to the control of the brake and tail switches.

The pilot lamp is assumed to be of considerably smaller capacity than the rear lamp, so that each time the flasher passes current the pilot lamp will be short-circuited and extinguished. When the flasher is open the two lamps will be in series, but the capacities are so chosen that the pilot lamp will be brightly illuminated while the rear lamp is either very dim or not visibly energized.

The above produces in effect an alternate in.- termittent illumination of the two lamps.

Obviously any desired number of additional rear lamps may be connected in parallel with the one shown.

We claim:

1. In a signalling system for vehicles, a source of current, a single-filament signal lamp, a rear signal control means including a switch and a resistance, a normally open switch, a third current operated switch provided with a normal position and means for automatically opening same subsequent to the stoppage of the electrical operation, a .fourth manually operated switch arranged for remotely controlling the electrical actuation of the said third switch, means responsive to the closing of the first mentioned switch to constantly energize the said light source to a rear signal light intensity when the said third switch is in normal position, and further means cooperatively associated with the first said switch responsive means and constituting the said second switch to constantly energize the said filament to a stop signal light intensity as the said third mentioned switch is in its norma1 position.

2. In a signalling system, a source of current, a pair of signal elements, a normally open switch, a second switch having a normal position and an electrically settable position maintained as a function of the temperature of a thermostatic element constituting a portion of the said electric settable means, a third manually actuated switch having a normally inoperative open position and a non-settable position for remotely controlling the supply of current to the electrical settable means of the said second switch, means responsive to the closing of the said first switch when said second switch is in normal position to constantly energize both signal elements, and further means including a current interrupter and an associated pilot filament responsive to the electrical closing and thermostatic maintenance of the said second switch in said closed position to intermittently energize both said signals both during and after the manual actuation of the said third switch.

3. In a signalling system for automotive vehicies including a current source, a plurality of signal lights, a normally open switch, a signal switch having a normal position and a settable position, means for holding said second switch in said settable position for an interval of time, a third switch having an open position and a non-settable position for remotely controlling the actuation of the said second switch, means responsive to the closing of the first mentioned switch when said second switch is in normal position to constantly energize said signal lights, and further means including a current interrupter and an associated pilot signal filament responsive to the closing of the said second switch to intermittently energize said lights during the said manual operation of the said third switch and the holding of the said second switch.

4. In combination on a vehicle; a single-filament signal light mounted on the rear of the vehicle; a tail switch; a brake switch; a direction signal switch; means responsive to the closing of said tail switch when said brake and direction switches are open to constantly energize said light at tail light signal intensity; means responsive to the closing of said brake switch when said direction switch is open to constantly energize said light at stop light signal intensity; and

means responsive to the closing of said direction signal switch to intermittently energize said light; all of said means including elements in common.

5. In a signalling system for vehicles; a singlefilament stop-tail signal light; a tail signal control means including a switch and a resistance; a normally open brake pedal operated switch; a manually operable direction signal control switch; means, including a source of current, responsive to the closing of said first mentioned switch when said second and third mentioned switches are open to constantly energize the signal light at tail light signal intensity; means responsive to the closing of said second mentioned switch when said third mentioned switch is open to constantly energize the signal light at stop light signal intensity; and means, including a current interrupter, responsive to the closing of said third mentioned switch to intermittently energize the signal light; the last three said means including elements in common.

HOWARD J. MURRAY, SR. HOWARD J. IMURRAY, JR. 

